Railway cars with qas



(No Model.) 4 Sheets-Sheet 1.

i J. ,PINTSOH. APPARATUS FOR HEATING RAILWAY GARS WITH GAS. No. 336,585.Patented Feb. 23, 1886.

olo-Lxthoglaphw. Washinglcn. o. c.

(No Model.) 4 Sheets-Sheet 2.

J. PIN TSOH. APPARATUS FOR HEATING RAILWAY CABS WITH GAS.

N0. 336,585. Patented Feb. 23, 1886.

(No Model.) 4 Sheets-Sheet 4.

Y J. PINTSGH. APPARATUS FOR HEATING RAILWAY CARS WITH GAS.

N0. 336,585. Patented Feb. 23, 1886.

F f I N. PETERS, Phuku-Lilhugraphar. Washinglan. n. c.

UNITED STATES PATENT OFFICE.

JULIUS PINTSOH, OF BERLIN, PRUSSIA, GERMANY.

APPARATUS FOR HEATING RAILWAY- CARS WITH GAS.

SPECIFICATION forming part of Letters Patent No. 336,585, dated February23, 1886.

Ap lication filed September ll, 1884. Serial No. 142.783.

(X0 model.)

Patented in Belgium September 8, 1884, No. 66,254 in France September1834. O- 164,176; in England September P, E84, No.12,140, and inAustria-Hungary Miuch 23, 1985, No. 34,133

and No. 15,975.

To all whom it may concern.-

Be it known that I, J ULIUS PINTSCI-I, engineer, ofthe firm of JuliusPintsch, at Berlin, 0., a subject of the King of Prussia, residmg atBerlin, 0., 72 and 73 Andreas Strasse, German Empire, have inventedcertain new and useful Improvements in Apparatus for HeatingRailway-Cars with Gas; and I do hereby declare the following to beafull, clear, and exact description of the invention, such as willenable others skilledin the art to which it appertains to make and usethe same, reference being had to the accompanying drawings, and toletters or figures of reference marked thereon, which form a part ofthis specification.

This invention relates to that class of heaters for railroad-cars whicharelocated outside thereof, and known as pendent heaters, wherein air isheated and admitted to the car.

The object of this invention is to increase the efficiency of this classof heaters and simplify their construction; and it consists in theconstruction, arrangement, and combination of the elements or partswhich constitute the heater, substantially as hereinafter fullydescribed, and as shown in the accompanying drawings, in which- Figure 1is a longitudinal vertical section of so much of a railroad-car as isnecessary to illustrate my invention. Fig. 2 is a vertical transversesection of the same. Fig. 3 is a sectional longitudinal elevation; Fig.-11, asec tional plan view, and Fig. 5 a sectional end view, of theheating apparatus. Fig. 6 is an elevation, and Fig. 7 a verticalsection; Fig. 8, a top plan view; and Fig. 9, ahorizontal section onliner :0 of Fig. 7, illustrating my improved burner.

Like letters of reference indicate like parts wherever such may occur inabove figures of drawings.

The heating apparatusis contained in a box, A, secured to the under sideof the car at any convenient point, preferably as near the 1ongitudinalcenter thereof as possible, and near one or the other side. To preventradiation and consequent loss of heat, the box may be covered or linedwith any suitable non-conductor of heat, such as felt, asbestus, orother suitable material. It will be found that inclosing the box orcasing B in a wooden box will answer all the purposes.

The described means for preventing loss of heat by radiation are wellknown, and form no part of this invention. I have therefore deemed itunnecessary to illustrate the same in the drawings.

The air-heating apparatus consists of heatradiating elements composed ofribbed pipes P, through which pass the heated air and gases and theproducts of combustion from the burners B. Any desired number of theseradiators P may be employed according to the amount of heat required,and also according to the space afforded below the car.

At the point where the heated gases enter the radiators P the latter areprovided with funnel'shaped inlet-pipes p, Figs. 3 and 5, the enlargedorifice of which is immediately above the burners B. The gases andproducts of combustion, after passing through the ribbed pipes I, escapetherefrom through a pipe, P, that is preferably extended to or above theroof of the car. The box A has a lateral chamber, G, to which the coldair is admitted through a double funnel-pipe, c, in which is arranged inthe well-known manner a valve or vane that will set itself invariably,according to the dircctionof motion of the car,to the current of air, soas to admit air into the chamber Gin whateverdirection thetrain may begoing. The partitionwall a of box A and chamber 0 is provided withnumerous perforations,so as to subdivide the air admitted into chamber 0before it reaches the heating apparatus in box A.

The burner orburners B are arranged in a chamber, 0 formed below box A,the bottom a of which box has openings for the pets sage of theconnecting-pipes p,that admit the heated gases and the products ofcombustion to the radiators P.

Above the bottom a of box A isa chamber, 0, formed by a reticulated orperforated diaphragm,D,said chamber 0 being in direct connection withthe chamber 0 through the perforated partition-wall a of box A, asshownreason that the space available for the appliopening e, down nearly tothe bottom of the in Figs. 3 and 5. This perforated diaphragm serves tostill further subdivide the air being heated, and in practice Ipreferably employ a diaphragm, D, having its perforations so arrangedthat one or more of said perforations d will lie immediately below andbetween the ribs 1 of the radiators P on opposite sides thereof, asshown in Fig. 4. By means of this arrangement the air to be heated iscompelled to pass over the heated surfaces of the pipe itself as well asover the entire surfaces of the heated ribs. Ihave found that by thismode of conducting the cold air over the heating-surfaces but aninappreeiable amount of heat is lost, and this is of the greatestimportance in a heating apparatus for railway-cars, for the cat-ion ofthe air-heating devices is usually very limited.

Any suitable combustible may be employed for heating the air admittedfrom chamber 0 to chamber 0. I prefer to use a gas of such nature as tobe capable of being stored under pressure and admitted to the burnerswith sufficient atmospheric air to produce a combustible gaseousmixture.

As above stated, the burner or burners are located in a chamber, 0isolated from the interior of box A and from chamber 0 by the bottom aof box A, and any suitable gasburner may be employed. The chamber 0 hasone or more openings in which is secured a hooded air-inlet pipe, E, thedischargeopening 0 of which is provided with a deflecting-plate, 0secured to the side wall of chamber (Rand extending in proximity to thechamber, as shown in Fig. 3. This deflecting plate 0* serves to regulatethe admission of the air to the burners, B, to distribute the airthroughout the chamber, and to prevent sudden puffs of air either toextinguish or otherwise affect the flame of the burners.

Any suitable gas-burner may be employed to heat the radiators P. It is,however, desirable that the combustion of the gas should be as completeas possible, to avoid any loss of heat, and to this end I prefer toemploy the improved form of burner shown in Figs. 6 to 9. g

The burnerB consists of a tubular body, I), having walls of comparativegreat thickness, and flaring inlet and outlet orifices b N,respectively, as shown in Fig. 7. Below the lower orinlet orifice, b, isformed a chamber,

B, having a number of airinlet ports or orii fices, b The outer end ofsaid chamber is screw-threaded to receive the correspondingly-threadedportion 9 of the gas-pipe G, i the top of which extends nearly to and'centrally of the flaring inlet-orifice of the body l b of the burner.The pipe G has an annular flange or collar, 9, that lies against theannular 3 face of the chamber B of burner B, and closes said chamber atits lower end, said pipe being further provided with a seat flange orcollar, 9, for securing the same to the bottom of chamber C of theheating apparatus. This of the body of the burner is seated a deflectingcap or disk, F, that is provided with depend ing legs or wings f,adapted to rest upon an offset or annular shoulder, b", formed at theupper end of the body I) of the burner. The length of these legs orwings f relatively to the distance between the offset b and the.

mouth of the burner is such that when the deflecting-disk is in properposition on the burner-body there will be found between the lower faceof the disk and the upper face of l the body b of the burner a narrowannular slitor opening, f, for the passage of the gas. In order tobetter distribute the jet of gas to and around said opening f, the diskF is provided with a depending deflecting-cone, F, extending into theflaring mouth I) of the burner b, as shown in Fig. 7. It will beobserved that by constructing the walls of the body of the burner so asto flare outwardly at the dischargeorifice W, as described, and byproviding the deflecting-disk F with a deflecting-cone, F, flaringinwardly or in a reverse direction on practically diverging lines I notonly obtain a perfect and uniform distribution of the jet of gas to theannular burner-slitf, but I also obtain a tapering discharge orifice orslit that is narrowest at the point where the gas issues between thedisk F, and theupper face of the burner-body, and thence graduallywidens inwardly, as plainly shown in said Fig. 7. The air-chamber B ofthe burner is surrounded by a sheet-metal diaphragm or short cylinder,H, made to flare outwardly at its upper open end, h, said cylinder beingsecured to the flange cr collar 9 of the gas-pipe G.

To the body I) of the burner is secured a cap, I, extending outwardlyand over the inclosing diaphragm or cylinder H, and surrounding the sameat its upperflaring mouth, at which point said cap has an annularopening, 1', for the passage of the air admitted to chamber B. Theobject of this arrangement is to provide a circuitous path for the airbefore it is admitted to the chamber B of the burner, to commingle withthe gas, whereby said air is first thoroughly heated.

The body I) and disk F of the burner are made Of metaI, and the cylinderH and cap I of sheet metal. After the jet of gas has been ignited theseparts become very much heated and heat the air admitted to chamber Gprior to its reaching the chamber B of the burner, thereby insuring notonlya good draft,but an almost perfect combustion of the gas. The

surplus of air, if any, not needed for combustion passes through theradiators P and serves to heat the same.

The air admitted to chamber 0 and thence to the interior of theheaterbox A, after passing over lhe heatingsurtaces of the radiators P,as above described, passes out of the box A in a heated condition by apipe, Ir, connected with a distributing main or mains, K, that extendalong the car from opposite sides of the heating apparatus, and saidmain or mains connecting with branches is, that extend under the seatsof the car at suitable or convenient distances apart.

In practice I employ perforated branches is to distribute the hot airunder the seats of the car, in close proximity to the floor, as shown inFig. 2, and by preference I form the perforations on the under side ofthe pipe to force the hot air downwardtoward the floor. This, however,is not necessary, nor is it absolutely necessary to use perforatedhot-air branches 7c, as it is obvious that radiators may be employed, orregisters at any suitable point in the floor of the car.

To regulate the volume of hot air admitted when perforated or opendistributing pipes are used, I arrange avalve in the exit-pipe K of theheating apparatus, adapted to be controlled either from within or fromwithout the car, as may be found most convenient. When the hot air isadmitted through registers, the latter are provided with the usual meansfor regulating the volume of hot air passing through the same.

The gas under pressure may be stored in a suitable reservoir, R, locatedbelow the car, in proximity to the heating apparatus; or said reservoirmay be located at any other suitable or convenient point within orwithout the car, so as to admit of its being readily replenished withgas under pressure, or taken off when exhausted and a charged reservoirsubstituted therefor. The reservoir should be located at some point ofthe car from which the supp y of gas to the burners may be regulated,and for this purpose said reservoir may be located on the tender of thelocomotive or in the baggage or mail car, and placed under the supervision of some officer of the train, the connection with the variousheating apparatus being effected by flexible couplings in a mannersimilar to the coupling of the air-pipesin the Westinghouse air-brakes,or in any other convenient or desirable manner.

IVhen a reservoir common to all heating ap paratuses is placed under thecontrol of an of ficer of the train, the supply of gas to the burners,and consequently the degree of heat in the cars,may be regulated byregulating the supply of gas to the heating apparatuses.

The described arrangement of reservoir and connections therefor aremerely given as an illustration of the manner in which the gas may bedistributed to the heaters; but of course any other arrangement may beadopted, and as I do not desire to claim any particular arrangement ofdistribution or any particular device for controlling the supply of gasto the heaters, I have deemed it unnecessary to illustrate the same.

It is obvious that in case of derailment or a collision the connectionbetween the different heaters and their reservoir would be interrupted,the flow of gas would therefore cease and the burners be extinguished,the communication between the gas-reservoir and the heating apparatusesin case of accident may be instantly cut off by the offieerin charge.

I do not desire to confine myself to the use ofthe described radiators Por the burners B, as it is evident that radiators and burners of othersuitable construction and form may be employed, though I believe that avery material saving of heat is effected by the use of the saidradiators P and burners B; nor do I desire to confine myself to anyparticular arrangement of devices for distributing the heat throughoutthe cars, or to providing a gas-reservoir for each heating apparatus, orto the connecting ot' the same to a common reservoir, although I preferthe latter, as the most convenient and economical.

Any other suitable means than those specified may be employed forregulating the volume of hot air admitted to a car-as, for instance,instead of controlling or regulating the supply of gas or the extent oftheinteriorpassage of the exit-pipe by a valve,the distributing-pipesmay each be provided with acontrol ling-valve, and instead of employingperforated piping a perforated case or box may be employed fordistributing within the cars of the hot air from the heaters.

Having now particularly described my said invention, what I claim asnew, and desire to secure by Letters Patent, is

1. In a heater for railroad-cars, the combination, substantially asherein described, of a hot'air chamber in communication with theinterior of the car, a chamber, 0, communicating with the outer air, anda burner arranged in said chamber (1*, with a tubular heat-radiatorarranged in said hot-air chamber, one end of which radiator communicateswith chamber (J by a funnel-pipe, 1), located above the burner, and theother with the outer atmosphere, and a cold air admission chambercommunicating with the hot-air chamber through a perforatedpal'titioirwall, for the purposes specified.

2. In a heater for railroad-cars, the combination, with aninclosing-casing in communication with the car, and a tubularheat-radiator provided with radiating ribs or flanges P arrangedtherein, of a cold-air chamber and a perforated air-distributingdiaphragm interposed between the radiator and cold-air chamber, havingits perforations arranged to register with the spaces between the saidribs 1? of the radiator, substantially as and for the purpose specified.

3. In a heater for railroad-cars, the combination, with aninclosing-casing and a heatradiator arranged therein provided withradiating-ribs I of a diaphragm provided with perforate and imperforateportions arranged below the radiator, the perforate portions thereofregistering with the spaces between ICC the ribs of the radiator, saiddiaphragm dividlug said easing into air-heating and cold-air chambers,respectively, substantially as and for the purpose specified.

4. In a heating apparatus for railroadcars, the combination,substantially as herein described, with an inclosing case or box incommunication with the car, a ribbedtubular air radiator, P P, arrangedin said casing and communicating at one end with the outer atmosphere, aperforateddiaphragm interposed between the radiator and one of the wallsof the casing, and having its perforations arranged to register with thespaces intermediate of the ribs P of the said radiator, and a coldairchamber communicating with the space between the diaphragm and wallofthe casing through a perforated partition, of a burnerchamber andburner in communication with the tubular heat'radiator and theatmosphere, for the purpose specified.

5. The combination, substantially as herein described, with the casingA, having a portion of its walla perforated, the perforated diaphragm D,dividing the casing into two chambers, the heat-radiator P, arranged inone of said chambers, and the chamber G, coinmunicating, through theperforations of wall a, with the other chamber, of a burner-chainber andburner communicating with the radiator through funnel-pipe p, said partsbeing constructed and arranged for operation for the purpose specified.

6. In a heater for railroad-cars, the combination, with aninclosing-casing and a heatradiator provided with radiating-ribs Parranged therein, ot' a diaphragm having perforate and imperforateportions arranged below the radiator, the perforate portions thereofregistering with the spaces between the ribs of the radiator, saiddiaphragm dividing the easing into air-heating and cold-air chambers,respectively, and a coldair-admission chamher in communication withthecold-airchamber of the casing through a perforated partition,substantially as and for the purpose specified.

In testimony whereof I atfix my signature in presence of two witnesses.

JULIUS PINTSGH.

Witnesses:

B. Roi, A. DEMELIUS.

